Steam heating system for automobiles



1934- B. F PETERSON STEAM HEATING SYSTEM FOR AUTOMOBILES Filed July 29, 1952 Patented Dec. 4, 1934' 7 STEAM HEATING SYSTEM FOR AUTOMOBILES Benedict F. Peterson, Milwaukee, Wis. Application July 29, 1932, Serial No. 625,704 1 Claim. (01. 237-123) This invention pertains to a heater and steam generating system, particularly designed for use in vehicles driven by internal combustion engines;

The invention has primarily for its object to,

provide 1 an extremely simple, inexpensive and efficient apparatus of the foregoing character, adapted to utilize heat from the exhaust for generatinghsteam to be supplied to a: heating radiatorpositioned within the vehicle.

A' further object of the invention resides in the provision of novel means for replenishing the water in the system, should the same become depleted, by means of the reduced pressure in the intake manifold of theengine.

With the above and other objects in view, which will appear as the description proceeds, the invention resides in the novel construction, combination and arrangement of parts, substantially as hereinafter described and more particularly defined by the appended claim, it being understood that such changes in the precise embodiment of the herein disclosed invention may be made as come Within the scope of the claim.

In the accompanying drawing is illustrated one complete example of the physical embodiment of the present invention constructed according to the best mode so far devised for the practical application of the principles thereof.

In the drawing: 1

Figure 1 is a longitudinal section through the fluid heating device employed in the present invention, the same being illustrated in the form of an attachment for the exhaust pipe of an 3 internal combustion engine.

Figure 2 is a transverse section taken on the line 2-2 of Figure 1, and

Figure 3 is a schematic illustration of one typical installation in connection with the intake Y manifold and exhaust pipe of an internal combustion engine.

Referring now more particularly to the accompanying drawing, the numeral 1 desgnates the exhaust pipe of an internal combustion engine (not shown), while 2 designates the conventional intake manifold. The present invention, comprising an apparatus adapted to function as a steam generator, and circulate the hot fluid through a radiator provided within the vehicle, comprises a heating chamber 3, which in the drawing is illustrated in the form of an attachment. However, it is to be noted that the same may be cast or formed integral with the exhaust pipe, should the same be desired, without departing in any way fromthe invention or principles thereof. a i U I v The heating chamber 3 comprises a hollow casing provided with nipples at its opposite ends forming inlet andoutlet ports 4 and5, respectively. As best shown in Figure 1, the casing of the heating chamber is higher at its outlet end than at the inlet end, thus positioning the outlet port 5 above the inlet port 4..

,While various means may be employed for clamping the chamber- 3 on anexhaust pipe, where the same is formed as an attachment, rather than cast integral with the exhaust pipe, the means provided in the form illustrated comprise lugs fi extendingldro-m opposite sides of the casing adjacent their ends for reception or" -the bolts 7 connected with spaced clamping straps 8, straddling the bottom of the exhaust pipe 1. Thus, it will be seen that the casing of the heating chamber 3 can be securely clamped on the exhaust pipe 1 in intimate contact therewith, causing the casing to be quickly heated through conduction of heat from the exhaust pipe.

Positioned within the interior of the automobile Y or vehicle is a radiator 9 of any conventional structure, the under side of which is connected with the outlet nipple 5, by the feed line 10. The

opposite side of the radiator is connected with the inlet nipple 4 through the return line 11.

Where steam is to be used as the heating medium I employ a fluid reservoir 12 of any suitable structure. Extending into this reservoir, and terminating adjacent to its bottom, is a supply pipe 13 connected to the reservoir 12 through the coupling 14, thus permitting Water from the reservoir to be introduced into the return line, as will be later described. As soon as a small quantity of water is introduced into the line, the same is turned into steam by the heating chamber 3.

Normally, steam is circulated through the feed and return lines and the radiator, and as the steam condenses in the radiator line, the same returns to the heater 3 where the water of condensation is again turned into steam. During this operation, no fluid is drawn from the reservoir 12, inasmuch as any reduced pressure existing in the line 13 is not sufficient to raise the fluid from the reservoir. Therefore, in order to withdraw the fluid from the reservoir 12, when it is desired to replenish the system, a connection 15 is provided between thereturn line 11 and the intake manifold 2, the same being provided with a manually controlled valve 16 having a suitable connection 17 running to the dash of the vehicle, or any other convenient portion. A check valve 18 is mounted in the return line between the reservoir and manifold connections, as clearly shown in Figure 3, thus permitting fluid to normally circulate through the return line to the heating chamber.

Should the water in the system become depleted, and it is desired to replenish the same, the valve 16, which is normally closed, is opened, and the reduced pressure within the intake manifold 2 will create a suction on that portion of the return line 11 between the radiator 9 and the check valve 18, which in turn creates reduced pressure throughout the entire apparatus, including the supply pipe 13, thus causing fluid to be drawn into the supply pipe down through the return line to the heating chamber and thence through the radiator and return line to the connection 15. When the system has received the desired small quantity of water, the valve 16 is again closed.

Obviously, water entering the chamber 3 will be turned into steam by conduction of the usual excessive heat from the exhaust pipe.

Obviously, I from the foregoing explanation, taken in connection with the accompanying drawing, it will be readily seen that an extremely simple and inexpensive heater and steam generator has been devised, which can be readily installed in conventional motor vehicles without altering their construction, and which can be readily adapted to standard equipment where desired. Further, maintenance cost is reduced to a minimum, in that pumps, electric heaters, and other auxiliary devices required in the majority of car heaters, are entirely eliminated. Also, the device is durable and capable of long life with practically no attention, inasmuch as there are no moving parts to get out of order or require replacement.

While I have stated that the heating chamber 3 is connected to the exhaust pipe, it is to be understood that the heater can be connected at any point along the exhaust line, such as on the exhaust manifold, and can be cast integral therewith.

I claim:--

In combination with an internal combustion engine having an intake manifold and an exhaust line, an apparatus of the character described comprising, a heating chamber associated with the exhaust line and provided with inlet and outlet ports, said inlet port being positioned below the outlet port, a radiator, a feed line connecting said radiator with said outlet port, a return line connecting the radiator with said inlet port, a liquid reservoir, a supply line extending upwardly from said reservoir and communicating with said return line, a connection between the return line and the manifold for reducing the pressure in said return line, said connection communicating with the return line between the radiator and supply line connections, a valve for controlling the connection between the return line and manifold, and a check valve positioned in the return line between the suction and supply line connections to prevent retrograde travel of fluid in the return line when pressure is reduced in the system through the suction line manifold.

BENEDICT F. PETERSON. 

